Charles david doxford



. 4'Sl1eetsSheet 1.

(No Model.)

- .0. D. DOXPORD.

CONSTRUCTION OF HULLSOF VB'SSBLSQ No. 485,462.. Patented Nov. 1, 1892.-

( Model.) 4 Sheets-Sheet 2.

G. D. DOX'FORD. CONSTRUCTION OF HULLS 0F VESSELS.

No. 485%162. Patented Nov. 1, 1892.

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(No Model.)

0. D. DOXFORD. GONSTRUGTION 0F HULLS 0F VESSELS.

No. 485,462. 4 PatentedNov. 1, 18g2.

W'zavessesx avyeirl orx (No Model.) 4 Sheets-Sheet 4. O. D. DOXFORD.CONSTRUCTION OF HULLS 0P VESSBLS.

Patented Nov. 1, 1892.

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UNITED STATES PATENT OFFICE.

CHARLES DAVID DOXFORD, OF SUNDERLAND,ENGLAND.

CONSTRUCTION OF HULLS OF VESSELS.

SPECIFICATION forming part of Letters Patent No. 485,462, dated November1,1892.

Application'filed November 19, 1891. Serial No. 412,384. (No model.)

To all whom it may concern:

Be it known that I, CHARLES DAVID Dox- FORD, a subject of the Queen ofEngland, residing at Sunderland, in England, have invented certain newand useful Improvements in or Relating to the Hulls of Vessels, of whichthe following is a specification.

This invention relates to the construction and arrangement of the hullsof vessels, particularly steam-vessels adapted for cargo purposes. Thesevessels could be used for various kinds of cargoes, but are particularlyapplicable to cargoessuch as grain, coal, oil, and the like-which aremore or less liable to shift and which are carried in bulk. Thefollowing description will serve to indicate the invention, although itwill be understood that the details may be varied without departing fromthe spirit of the invention.

In carrying this invention into practice the ordinary deck is dispensedwith and the sides curved inward with a convex curve for a suitabledistancesay, for example, one third of the total width at each side-andthen upward with a concave curve, the top of these last curves reachingto the hatchway-combings or the platform-deck, in which the hatcheswould be formed. The above would represent the shape of the plates andframings amidships (the latter being carried continuously up as far asthe plates,) and these would be carried fore and aft Without materialvariation for the greater part of the length of the vessel, merging ateach end into a bow and stern of substantiallyordinary construction. Thehatchway extends over practically the whole length of the hold orcargo-space, and may be closed by entirely-independent covers, or thesemay behinged or otherwise suitably connected and provided with permanentfastenings or arranged to be bolted down after each removal. The sidesof the hatchway may he stayed across in any suitable manner, as bysimple stays or by portions of fixed plating between some of the covers.

The engine and boiler rooms, coal-bunkers, cabins, and offices may belocated at the stern end of the vessel, behind the cargo-space, oramidships, and the quarters for the officers and crew either at the bowor stern, according to circumstances. The bows need not be carried upmuch higherthan the before-mentioned hatchway-combings or platform-deckand would be left for the most part clear of incumbrances beyondpossibly the warpingcapstan, the Windlass, the entrance to theforecastle or mens quarters, to protect which and generally to raise theheight of the bows the forward plates may be carried up to a suitableevel.

In the accompanying drawings, Figure 1 is a perspective view of a vesselconstructed according to this invention, taken from in front of thestarboard bow. Fig. 2isasimilar view taken from the stern, and Fig. 3 isa vertical midships cross-section showing the arrange ment of the framesand plates. Figs. 4 and 5 are cross-sections upon the lines 4 4 of Fig.2 and 5 5 of Fig. 1, and they serve, respectively, to indicate thearrangment ot' the frames at those parts. Fig. 6 is a section similar toFig. 3 and indicates the closed platform-deck and hinged hatchessuitable for a vessel to carry oil in bulk.

Like letters represent like parts throughout the drawings.

Describing first Fig. 3, A represents the framings, which are carriedcontinuously from the hatohway-combings B or platformdeck with a concavecurve at A and a convex curve at A then practically straight down tothe.

point A where they are interrupted by the keelson A and then carriedalong the bottom to a similar point upon the opposite side,where anotherbreak occurs, and they are then continued up to the hatchWay-combings Bon the opposite side, the curves A and A being repeated. Upon thisframing the plates are secured in the usual manner and partake of thesame outline. The framings may be supported by any suitable arrangementof vertical, horizontal,andlongitudinaltiesorsupports-such, for example,as indicated in the drawing Fig. 3. Hand-rails C may be secured whererequired to enable the horizontal portion of the skin of the vessel tobe traversed, those rails O nearest to the hatohway-combings l3- beingpreferably carried upon angle-brackets O, or the brackets 0 maybereplaced by a continuous platform 0 to facilitate passage along it.

The above-described arrangement with the} could to a large extent beobtained by forming the portions which are described and illustratedherein as curves A and A in straight lines, as shown in dotted lines inFig. 3.

The general external appearance of this vessel will be understood byreference to the views Figs. 1 and 2-, from the former of which it willbe seen that the special shape illustrated in Fig. 3 is carried forwardto nearly the end of the vessel, where it merges into a bow of ordinaryconstruction, the plates of which may be carried up atD to a level abovethat of what we may term the forecastledeck E, so as to protect thelatter as much as possible. This deck would carry very few fittings orencumbrances, which would be generally confined to the warping-capstanF, the windlass G, the forecastle-entrance II, and the wind-shafts I.

As will be seen by reference to Fig. 3, the main deck is composed of thehatches J, which cover in the cargo, there being practically orabsolutely one long hatch extending from the superstructure Kat thestern to the forecastledeck at the bows, although it will be possible infine weather to walk alonginside the outer railings 0 upon thehorizontal plates between the two curves A and A Fig. 3, as well asalong the platform G Fig. 2 illustrates the aboved escribed specialconstruction of the vessel merging into an ordinary stern, asuperstructure K being provided at this end of the vessel, in which thecabins, officers quarters, stores, and offices may be located. Theengines and boilers would be located beneath the superstructure K,butmight extend up into it or a portion of it, a deck-light L beingprovided to admit light and air to the engine-room. The top or root ofthe superstructure K forms a deck which may be used for observation andpromenade purposes, and bridges M may extend on either side and carry attheir outer ends the usual side lights. The deck may also be providedwith a conning-tower or chart-house N, wind-shafts I, and the usualfittings and appurtenances. The funnel 0 would be carried up through thesuperstructure K, and although the vessel is intended to be dependentupon steam for its propelling power it may be provided with small mastsPfor signaling purposes or to carry some sail in case of accident to themachinery. Masts and sails may be fitted when required, as with anordinary steamer.

The boats may be stowed or carried wherever found most convenient. InFig. 2 one heat is shown carried upon the davits Q at the extreme end ofthe vessel, while others are carried upon the spars R, hinged or jointedat R to the skin of the vessel and carrying at their outer ends theusual falls or tackle by which the boats are suspended. The spars B maybe connected by suitable blocks and tackle with a convenient portion ofthe superstructure, deck, or other portion of the vessel, so that whenthe boats are not required for use the spars may be raised up into anapproximately-vertical position, as shown on the left-hand side of thevessel in Fig. 2, or lowered to an approximately-horizontal positionwhen the boats are to be lowered, as shown on the right-hand side of thevessel in the same figure. \Vhalings or fendingbeamsS maybe providedwhere necessary.

It will thus be seen that, while the vessel constructed according tothis invention has the advantages of the usual bow and stern, it hasalso the advantage of having none of the usual decks upon which waterwould lodge, while its general construction is simplified with anincrease in strength and a saving in the quantity of material, while thebuoyancy is increased and more evenly distributed than usual. Theloading and discharging of cargo is expedited by there being practicallybut a single hatchway extending to the whole of the cargo space.

The vessel, as above described, is intended as a cargo-vessel only; butit will be understood that it may be constructed as a passenger-vessel,either exclusive of cargo or in ad dition to cargo, by modifying thefittings and arrangements accordingly.

I claim 1. A steam-vessel having the vertical sides extending to aboutthe water-line, the platform-deck J, extending longitudinally of thevessel, in which are the hatchways, and the sloping covering rising fromthe vertical sides and connecting them with the said deck, the saidcovering having the concave and the convex exterior curves,substantially as described.

2. The framing for a steam-vessel, consisting of the vertical portions,rising to about the water-line, and the top or upper portions, formedwith the reverse transverse curves A A and the hatchWay-combings at theupper edges of the said top or vertical portions of the framing,substantially as set forth.

3. A steam-vessel having a bow and a stern portion of ordinaryconstruction, the straight vertical side walls between the bow and sternportions extending up to about the water-line, the hatchways arrangedcentrally of the vessel between the bow and stern portions and forming aplatform-deck, and the curved sloping covering connecting the side wallsof the vessel with the hatch-combings, substantially as set forth.

4:. A steam-vessel having a sloping upper portion between the bow andthe stern and below the hatchwaycombings formed with a concave exteriorcurve A on either side of the vessel and having railprotected platforms0 upon such concave portions of the covering, substantially as setforth.

5. A steam-vessel having a platform-deck J between the bow and sternportions of the vessel and formed of the hatchway-covers and having thecurved covering extending from said platform-deck to about thewater-line and having, also, a superstructure K, located the water-line,the forecastle-deck above the said deck J, and the elevated bow D,substantially as set forth.

In testimony whereof I have hereto set my 10 handin the presence of thetwo subscribing witnesses CHARLES DAVID DOXFORD.

Witnesses:

ALFRED J. BOULT, HARRY B. BRIDGES.

